Clutch and brake pedal with neutral safety switch

ABSTRACT

A vehicle clutch and brake control having a single dependent pedal pivotally supported to sequentially disengage a clutch and engage a brake while simultaneously operating a starter safety switch and having means to a substantially increase pedal force when said pedal moves into the brake engagement phase of rotation.

[111 3,709,344 Jan. 9, 1973 2,208,364 7/1940 Fusella..................................192/.09 9/1968 Ruhletal.............l92/.094

[54] CLUTCH AND BRAKE PEDAL WITH NEUTRAL SAFETY SWITCH [75] Inventor:Gerald E. Sieren, Greendale, Wis.

[73] Assignee:

'l Primary Examiner-Benjamin W. Wyche waukee' Attorney- Arthur L. Nelsonet al.

[22] Filed: Dec. 13, 1971 [2]] Appl. No.: 207,204

[57] ABSTRACT A vehicle clutch and brake control having a singledependent pedal pivotally supported to sequentially disengage a clutchand engage a brake while simultaneously operating a starter safetyswitch and having means to a substantially increase pedal force whensaid pedal moves into the brake engagement phase of rotation.

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10 Claims, 9 Drawing Figures References Cited UNITED STATES PATENTS2,123,349 Wright PATENTEU JAN 9 I973 SHEET 1 0F 4 sum 2 or 4 PATENTEDJAN 9 I975 PATENTEDJAN 9 I973 3. 709.344

' SHEEI I (If 4 POWER SHIFT TRANSMISS ON ,75 @l 63 I .1 FINAL ENGINE rDRIVE 6'0 cLLITcH 36 RA'NSE FOR cOLDwEmI-IER TRANSMISSION DISCONNECTIONACTUATING CONTROL F TRANSMISSION BRAKE 75 ax MULTIPLE SPEED POWER SHIFT25 TRANSMISSION Z CLUTCH AcTuATINe' .J O CONTROL 3 7 5% 22 I 67 U 66 3 g74 I I Q P 9 El/W I CLUTCH AND BRAKE PEDAL WITH NEUTRAL SAFETY SWITCHThis invention relates to a clutch and brake control and moreparticularly to a clutch and brake lever which sequentially operates todisengage a vehicle clutch and engage a vehicle transmission brake whileoperating a neutral safety switch and providing increased brake pedalforce during the brake operation.

The conventional vehicle having an engine driving through a clutch and astandard manual shift transmission drives through the final driveassembly to drive the rear wheels of the vehicle. Ordinarily the clutchis manually operated to permit shifting of the gears from one speedratio to another. With a syncromesh transmission the gears may beshifted while the vehicle is moving providing there is little or nodraft load on the vehicle. However, shifting from one speed to anotherwhile moving has its limitations since a heavy draft load will quicklyslow down the vehicle thereby making shifting while on the move almostimpossible. Hydraulically operated clutches and transmission morecommonly known as a power director permit shifting between a low andhigh range while the tractor is on the move. The shift is made quicklyand the modulation of the pressurized fluid actuating the clutches forshifting from one range to the other overcomes shock loading as theclutches transfer the power through one power path to another.

A more sophisticated arrangement of a power train is the power shifttransmission. This type of a transmission permits shifting from one gearratio to another through hydraulic actuators which can be shifted whilethe vehicle is moving and also while the vehicle is carrying a heavydraft load. This type of a power train provides greater versatility thanthe previously described power trains and is becoming more commonly usedin modern heavy duty tractors.

An added refinement to this type of a power train includes a clutchwhich is usually a manual clutch behind the engine which can bedisengaged to uncouple the engine from the power shift transmission.This clutch is not used very often but it is usually used when startingthe engine if the ambient temperatures are quite low. Under thesecircumstances the viscosity of the hydraulic fluid and lubricantsproduce considerable drag which is difficult to overcome particularly ifthe engine does not start immediately. 7

This clutch is generally engaged and the power from the engine istransmitted directly to a multiple speed power shift transmission.Behind the power shift transmission a range transmission may bepositioned which multiplies the overall speed range of the power shifttransmission. In other words, the power shift transmission having fivespeeds connected through a range transmission having two speeds willprovide a vehicle with 10 speeds for the power train. The rangetransmission of course, drives through the final drive assembly whichdrives the rear wheels of the vehicle.

Associated with this type of a power train, the range transmission isusually shifted when the vehicle is stationary and when the componentsof the power shift transmission are stationary. Accordingly, thisinvention provides a control linkage which will provide clutching of thepower shift transmission and a transmission brake for braking therotating components of the power shift transmission. The control linkagewill disengage the power shift transmission to permit starting of thevehicle under ordinary temperatures. A latching arrangement may also beused with the control linkage in which the manual clutch between theengine and the power shift transmission can be disengaged to allow theengine to run more freely during starting.

For the purpose of shifting the range transmission it is advisable todisengage the clutches of the power shift transmission and to apply thetransmission brake to the power shift transmission and thereby stop therotating components of the power shift transmission and permit themanual shifting of the range transmission. This invention provides sucha device in which the initial portion of the pivotal movement of thebrakeand clutch pedal permits controlled engagement of the power shifttransmission. Further pivotal movement by depressing the clutch andbrake pedal will completely disengage the clutches of the power shifttransmission. Continued pivotal movement of the clutch and brake pedalwill actuate the transmission brake.

Simultaneously with actuating the brake, a neutral safety switch isengaged which will close the neutral safety switch and permit startingthrough an electrical system. When the neutral safety switch is closed,the switch lever which is normally returned to its retracted position bya heavy spring will then produce a heavy force on the pedal indicatingto the operator of the vehicle that the neutral safety switch is closedand the transmission brake is applied. Accordingly, the rangetransmission can be manually shifted without any danger of damage togears in the range transmission.

It is an object of this invention to provide a clutch and brake pedalwith means for operating the neutral safety switch and producing a brakepressure feel when the pedal is pivoting through the braking phase.

It is another object of this invention to provide a clutch and brakepedal and a switch lever pivotally supported in a manner whereby theneutral safety switch is operated by the pedal and a switch lever returnspring increases the force required to further depress the brake pedalwhile operating the transmission brake.

It is a further object of this invention to provide means for pivotallysupporting a depending clutch and brake actuating foot pedal with apivotal switch lever mounted on the same axis of rotation and having areturn spring. The clutch and brake pedal operates the neutral safetyswitch while the return spring on the switch lever increases the pedalforce while operating the pedal through the brake actuating phase ofrotation to thereby indicate to the operator the position of the pedalto permit shifting of the range switch.

Objects of this invention are accomplished providing a pivotally'operated foot pedal which normally operates for disengagement of theclutch and engage ment of the brake upon depression of the pedal. Aswitch lever carrying a neutral safety switch is pivotally mounted onthe same axis. A heavy return spring returns the switch lever to itsnormally retracted position. When the pedal is pivoted it engages theneutral safety switch as it enters the brake operating phase of pivotalmovement and as it pivots the switch lever an increased force isrequired on the pedal due tothe tension on the switch lever returnspring to provide a brake feel to the operator. 1

The preferred embodiments of this invention will be illustrated in theattached drawings.

FIG. 1 illustrates the side elevation view of the pedal and control foroperating the clutch and brake.

FIG. 2 is a fragmentary side elevation view showing the control leverwith the latch control in position for the disengagement of twoclutches.

FIG. 3 illustrates the latch control positioned with the foot pedaloperating two clutches simultaneously.

FIG. 4 illustrates an end view generally of the mechanism shown in FIG.1.

FIG. 5 is a fragmentary view showing a portion of the foot pedalengaging a pin for actuating the second clutch taken on line V-V of FIG.4.

FIG. 6 illustrates the latch arrangement and its connection with thelinkage for actuating the second clutch to provide cold weatherdisconnecting of the engine taken on line VI-Vl of FIG. 4.

FIG. 7 illustrates a fragmentary view of the mounting bracket and a pinfor controlling the disengagement of the second clutch or disengagingthe engine from the power train taken on line VII-VII of FIG. 4.

FIG. 8 is a schematic illustration of the hydraulic control valveoperated by the linkage to operate the transmission clutch and brake.

FIG. 9 is a schematic illustration of the power train of the vehicle.

Referring to FIG. 1 the mounting bracket 2 is fastened on the chassis lby means of the plurality of bolts 3. The mounting bracket carries a pin4 which pivotally supports the foot pedal 5. The foot pedal 5 forms afoot pad 6 for operating foot pedal 5 and carries a return pin 7connected to the return spring 8, which in turn has connected to a tab 9on the chassis l. The adjusting screw 10 threadedly engages a flange 11and is locked in position by the nuts 12 and 13. When the pedal 5 isreturned to its retracted position it comes to a rest as the abutment 14engages the end of the adjusting screw I0.

The foot pedal 5 is formed with an arm 15 having a perforation receivingthe rod 16. The rod 16 extends downwardly and is pivotally connected tothe bell crank 17 by the pin 18. The bell crank 17 is pivotallysupported by the pin 19 on the bracket 20 supported on the chassis. Theopposite end of the bell crank 17 carries the link 21 which extends toengage the lever 22 pivotally supported on the flange 23, on the valvehousing 24. The power shift control lever 25 is pivotally supported onthe extension 26 which operates the spool 27, in the valve housing 24.The lever 25 provides a manual shift for the power shift transmission toselectively engage the desired speed ratio of the power shifttransmission.

The brake and clutch pedal 5 is pivotally mounted on the pin 4 whichalso pivotally supports a switch lever 28. The switch lever 28 carriesthe neutral safety switch 29 which is normally open but is closed byactuation of the button 30 by the pedal 5.

The switch lever 28 is biased to the return position against the rest 31by the return spring 32 which is connected between the chassis and onearm of the switch lever.

sidered inching as illustrated in FIG. 1. During the The pedal 5 travelsthrough an angular displacement when it is operated in which the firstportion is conthe brake. Beyond this point the neutral safety switch isoperated to close the starter circuit to permit starting of the vehicleengine. When the neutral safety switch is closed the switch arm rotateson its axis against the biasing force of a return spring 32. Spring 32substantially increases the force required to further depress the pedal5. This provides a brake feel for the operator which indicates to theoperator that the transmission brake is being operated. This indicatesto the operator the neutral safety switch has been closed and that thebrake is being actuated.

The pedal 5 also forms a latch arm 35 which is adapted for operating theengine clutch 36. The engine clutch 36 provides a means of disconnectingthe power from the transmission. This is particularly advantageous whenthe ambient temperatures are low and the transmission fluids createconsiderable drag on the transmission. During starting of the engine,this drag can be objectionable.

Accordingly, the means for disconnecting the engine drive is provided.This consists essentially of a push button 37 mounted on the dash board38. The push button slides within the sleeve 39 mounted on the dashboard 38 and is biased to a return position by the spring 40. The link41 connects to the latching arm 42. The latching arm 42 is pivotallysupported on the bracket 2 by means of the pin 43. The latching lever 42forms slot 44. Similarly an L-shaped slot 45 is formed in the bracket 2.These two slots partially overlap as shown in FIG. 1. The degree ofoverlapping maybe modified by movement of the latching lever 42. Movingthe latching lever 42 by the push button 37 moves the pin 46 into theseat 47 of the latch arm 35 of pedal 5. When the pedal is operated, thepin 46 rotates with the latch arm 35 to disengage the clutch 36. r

The cIevis 48 which receives the pin 46 on one end is connected throughthe rod 49 to thebell crank 50. Bell crank 50 is pivoted on the pin 51supported on the chassis. As the bell crank 50 is rotated about the pin51 in the clockwise direction the clutch 36 is disengaged and converselythe reverse rotation of the bell crank will engage the clutch 36. Tomore clearly illustrate'the component shown in the pedal mechanism andthe latching mechanism, FIGS. 5, 6 and 7 show section views of thevarious components. FIG. 5 illustrates the portion of the pedal 5 withthe return spring 8 connected through the pin 7. The latching arm 35 isshown with the pin 46 positioned in its seat 47 of the latch arm 35 forrotation with the foot pedal 5 when operating the clutch 36.

FIG. 6 shows latching lever 42 with the pin 46 in the extreme end of theslot 44. Generally this position is also shown in FIG. 1.

FIG. 7 illustrates the pin 4 which supports the pedal 5 on the bracket2. The slot 45 is shown with the pin 46 displaced for engagement withthe latch arm 35 of the pedal 5. The pedal 5 is shown in FIG. 5 with thepositioning of the pin for engagement with latch arm 35.

FIG. 2 illustrates a fragmentary view of the mechanism shown in FIG. 1with the latching lever 42 which is operated by the push button 37 to aposition seating the latch pin 46 on the latch arm 35 on the pedal 5. Inthis position the slot 44 overlaps slot 45 and the pin 46 is permittedto rotate with the latch arm 35 as the pedal 5 is depressed. By holdingthe latching lever 42 in this position when the pedal 5 is depressed thepin rotates on the center of the pin 4 to a position as shown in FIG. 3.If the pedal is rotated to its extreme position as shown in FIG. 3, thepin 46 will become seated in the notch 55 of slot 44. If the pedal 5 isreleased at this point the pin 46 will be retained in the notch 55 andthe clutch 36 will remain disengaged. In this position the engine can bestarted.

To release the pin 46 and disengage the clutch 36, the pedal must againbe depressed and the latching lever 42 rotated counterclockwise torelease the pin 46. The springs in clutch 36 return pin 46 and releasethe clutch 36 when the pedal is released.

For the purpose of illustration, the power train is illustrated in FIG.9. The engine 60 drives through the clutch 36 which provides a means ofdisconnecting the power from the power shift transmissions 75 whendesired. This clutch is also shown as clutch 36 in FIG. 1. The powershift transmission 75 drives through the range shift transmission 61which in turn drives through the final drive 63 to drive the rear wheelsof vehicle. The range shift transmission consists essentially of amultiple speed transmission which should normally be shifted only whenthe transmission components are stationary. Accordingly, thetransmission brake which is operated by the pedal 5 as shown in FIG. 1brakes the power shift transmission 75. This stops rotation of thecomponents in the range transmission and the transmission can be shiftedmanually from one speed to another speed.

FIG. 8 also illustrates a multiple speed power shift transmission 75schematically with brake and clutch actuating controls 65 and 73 whichselectively actuates one or more clutches or brakes in the transmissionto provide the desired speed ratio through the power shift transmission.It is understood that normally the brake and clutch actuating controls65 and 73 will operate the power shift transmission 75 in shifting fromone gear ratio to another.

Preferably a lower speed range would be selected on the power shifttransmission when operating the inching control of brake pedal 5.Section 67 shows the valve 70 position for normal operation of theclutches at the power shift transmission. The brake is vented to sump 71while the pump 72 supplies pressurized fluid to actuate the multiplespeed power shift transmission 75.

Initially the inching would be provided by section 66 of the valve 70.Section 66 would vent the brake actuating control for the transmissionto sump 71.

The dwell position of section 68 is shown in which the clutch isdisengaged and also the brake is disengaged.

Clutches for operating the multiple speed power shift transmission 75are disengaged and fluid is throttled to begin actuation of thetransmission brake actuating control 73 as shown by section 69. With thebrake fully actuated the section 74 is positioned to transmit fluid fromthe clutches to sump and the transmission brake 73 is fully engaged. Inthis position the components of the power shift transmission 75 arebraked and this provides a condition whereby the range transmission 61can be shifted from one speed to another.

The operation of the transmission will be described in the followingparagraphs.

FIG. 9 generally illustrates the power train for the vehicle. The engine60 drives through a manually operated clutch 36 to the power shifttransmission 75. The manual transmission 36 is always in engagement whenthe vehicle is in operation. The power shift transmission 75 has meansfor shifting the transmission from one gear range to the other asdesired for operation of the vehicle. The power shift transmission 75drives through a range transmission 61 which consists of, for thepurpose of illustration, a two speed transmission which is shifted whenthe vehicle and transmission are stationary. In this position the rangetransmission can be shifted from one gear range to another which willprovide a simple multiple of the gear ratios of the power shifttransmission 75 when transmitted to the final drive 63.

Under cold weather conditions the viscosity of the oil and the internalfriction of the engine require that the power shift transmission bedisconnected from the engine in order to start the engine. Accordingly,the clutch 36 is disengaged to permit the engine to rotate more freely.This device is shown for disconnecting clutch 36 as shown in FIG. 1.

When the vehicle is in operation the control lever 25 provides a meansfor shifting the selected clutches of the power shift transmission toengage the desired gear ratios in the transmission. The shifting of thepower shift transmission through the control lever 25 is accomplishedwhile the vehicle is in operation and the gear ratios may be increasedor'decreased as desired.

The clutch 36, however, is a manual clutch and is connected between theengine and the multiple speed power shift transmission 75. The clutch 36can be disengaged through the foot pedal 5 when desired. Also thecontrol of the foot pedal 5 provides an inching of any clutch in thepower shift transmission through clutch actuating control 65. Theparticular clutch engaged in the power shift transmission by clutchactuating control 65 is dependent on the position of the lever 25. Theinching control is used primarily when it is desired to move the vehicleslowly for connection to an implement or for slipping the clutch toprovide a slow gradual movement. As the brake pedal 5 is depressed,the'initial section 67 provides operation of the multiple speed powershift transmission. As the lever 22 is operated in response to thepivotal movement of the pedal 5, the inching section 66 of the controlvalve 70 is moved into operation between the pump 72 and the clutchactuating control 65. This provides throttling through the inchingsection limiting the flow of pressurized fluid to the clutch actuatingcontrol 65 which in turn operates hydraulic actuators in the multiplespeed power shift transmission 75. The farther the pedal 5 is depressed,the greater the pressure is reduced in the clutch actuating control 65.With a continual depression of the pedal the dwell section 68 is thenplaced in operation between the pump 72 and the clutch actuating control65. In this position the clutch in the multiple speed power shifttransmission 75 is disengaged. Due to inertia, the components in thepower shift transmission continue to rotate and accordingly the pedal 5is depressed until the brake section 74 is in operation.

When the brake section 74 is positioned intermediate to pump 72 and thetransmission brake actuating control 73, the transmission brake stopsrotation of the rotating components in the multiple speed power shifttransmission. Accordingly, the power train between the engine and thefinal drive assembly is disconnected and the range shift 61 may beshifted.

Simultaneously with the disengagement of a clutch in the multiple speedpower shift transmission 75 it may be desirable to disengage clutch 36.To disconnect clutch 36, prior to the depression to the pedal 5, thepush button 37 is moved forwardly. This operates the latching lever 42to the position shown in FIG. 2 wherein the slots 44 and 45 overlap andthereby positioning the pin 46 in the seat 47 of the latch arm 35 ofpedal 5. With the pin in this position when the pedal 5 is depressed,the pin will be carried by the seat 47 as the lever is pivoted. Acontinual depression of the pedal 5 will rotate the pin 46 to theposition as shown in FIG. 3. in this position when the pedal 5 isreleased, the pin 46 remains seated in the notch 55. With the pin innotch 55 the clutch 36 remains disengaged.

It is noted that when the pin 46 is carried on the latch arm 35, thatthe bell crank 50 rotates about its axis defined by pin 51 therebydisengaging clutch 36. The clutch 36 may be retained in this disengagedposition as the vehicle is started. It is assumed that the vehicle isstarted through an electrical starting circuit.

When the pedal 5 is depressed it swings through the inching and dwellphase of angular displacement as shown in FIG. 1. When the pedal 5engages the neutral safety switch 29, the neutral safety switch is thenclosed permitting the electrical starting circuit to operate since theclutch is disengaged and there is no danger of the vehicle lurchingforward when the vehicle engine is started. A further depression of thepedal 5 pivots the switch lever 28. The pivoting of the switch lever 28tensions the return spring 32 which produces a substantial force on thepedal indicating to the operator that the pedal 5 is swinging into thebraking phase of its operation. The neutral safety switch 29 beingpositioned on the lever 28 permits the continued movement of the lever 5to operate the brake and yet maintain the neutral safety switch inclosed position. The neutral safety switch 29 on switch lever 28 willreturn in response to the biasing force of the spring 32 when the brakepedal 5 is released the return spring 8 connected to the brake pedal 5will return the brake pedal to its normally retracting position causingthe abutment on the arm 14 to engage the head of the adjusting screw 10.

The spring 32 serves the dual purpose of returning the switch lever 28to retractive position when the pedal 5 is retracted and also providinga brake feel. in other words, the operator of the vehicle can sense thebraking phase of pedal rotation during operation of the pedal 5. Thisindicates that the neutral safety switch 29 is closed and that the brakepedal is engaging the brake that the engine clutch 36 is also disengagedand can be positioned to be retained in the disengaged position throughthe latch engaging lever 42 and as previously described.

The embodiments of the invention in which an exclusive property orprivilege is claimed are defined as follows:

l. A vehicle clutch and brake actuating means com-- prising, a clutchand brake pedal pivotally mounted on a vehicle for pivotal movementthrough a clutch operating phase and a brake operating phase, at leastone clutch for controlling the operation of a transmission includingmeans for engaging and disengaging the clutch, a brake for braking thetransmission including means for engaging and disengaging the brake,means connecting said pedal with said clutch and brake engaging anddisengaging means to sequentially disengage said clutch and engage saidbrake, means supporting a starter safety switch for engagement with saidclutch and brake pedal as said pedal initially swings through the brakeoperating phase of pivotal movement, means resiliently mounted forengaging said pedal to increase the reaction force on said pedal as saidpedal swings through the brake operating phase to thereby indicate tothe operator the brake operating phase of pedal movement.

2. A vehicle clutch and brake actuating means as set forth in claim 1including a return spring connected to said brake pedal for returningsaid pedal to a normally retracted position, a lever pivotally supportedfor pivotal movement on an axis coincidental with the axis of rotationof said clutch and brake pedal, a return spring connected to said leverfor returning said lever to a normally retractive position, a returnstop defining the retracted position of said lever, said lever engagessaid pedal only during the brake operating phase to provide increasedreaction force on said pedal.

3. A vehicle clutch and brake actuatingmeans as set forth in claim 1including means defining a pivotal axis for said clutch and brake pedal,a switch lever pivotally mounted on an axis coincidental with the clutchand brake pedal axis, a return spring connected to said switch lever tonormally retract switch lever to a normally retractive position, meansmounting said starter safety switch on said switch lever to engage saidpedal as it swings through its brake operating phase.

4. A vehicle clutch and brake actuating means as set forth in claim 1including means defining a pivotal axis for said clutch and brake pedal,a return spring connected to said pedal to return it to its normallyretractive position, a lever pivotally supported on an axis coincidentalwith the axis of said brake pedal, a return spring connected to saidlever to return said lever to its normally retracted position forengagement with said pedal as said pedal swings into the brake operatingphase of its pivotal movement.

5. A vehicle clutch and brake actuating means as set forth in claim 1including means providing the pivotal axis for said clutch and brakepedal, a switch lever pivotally mounted on an axis coincidental with thepivotal axis of said pedal, a return spring connected to said switchlever to return it to a normally retracted position, means supportingsaid neutral safety switch on said switch lever for engaging said pedalwhen said pedal swings through its pivotal path initiating the brakeoperating phase.

6. A vehicle clutch and brake actuating means as set forth in claim 1including a support bracket, means defining a pivotal axis supportingsaid pedal on said support bracket, a switch lever pivoting about anaxis coincidental with the pivotal axis of said lever, a return springconnected to said pedal for retracting said pedal to its normallyretracting position, a return spring connected to said switch lever forreturning said lever to its normally retracted position, a rest stopengaging said switch lever defining its normally retracted position,means supporting said starter switch on said switch lever for engagingsaid pedal during initial pivotal movement through the brake operatingphase.

7. A vehicle clutch and brake actuating means as set forth in claim 1including a support bracket pivotally supporting said pedal and defininga pivotal axis for said pedal, an adjustable pedal return stop on saidbracket, a return spring connected to said pedal for returning saidpedal to engage said return stop to define the beginning of the clutchoperating phase, a switch lever pivotally mounted on said bracket, meanssupporting said starter safety switch on said switch lever, a lever stopon said bracket, a spring normally retracting said switch lever toengage said lever stop and define the beginning of the brake operatingphase and thereby engage said starter safety switch and increase thereaction force on said lever when operating said pedal.

8. A vehicle clutch and brake actuating means as set forth in claim 1including a bracket, a switch lever, a pin pivotally supporting saidpedal and said switch lever, a pedal rest stop engaging said pedal, alever rest stop engaging said switch lever, resilient means returningsaid lever and said pedal to their normally retracted positions therebyengaging said rest stops and defining an initial clutch operating phaseand a subsequent brake operating phase of the pedal pivotal movement.

9. A vehicle clutch and brake actuating means as set forth in claim 1wherein said pedal defines a foot pedal, a bracket pivotally supportingsaid foot pedal, an adjustable rest stop for engaging said pedal in itsnormally retractive position thereby defining the initial clutchoperating phase of the pedal pivotal movement.

10. A vehicle clutch and brake actuating means as set forth in claim 1including a bracket mounted on the vehicle chassis, a pin supported onsaid bracket for pivotally supporting said pedal, a switch leverpivotally mounted for pivotal movement on said pin, a starter safetyswitch mounted on said switch lever, a rest stop on said bracket'forengaging said switch lever in its normally retractive position, a returnspring for normally retracting said pedal in its normally retractiveposition,

a second spring for returning said switch to its normally retractiveposition to provide increased reaction for said pedal when said pedal ispivoted through the brake operating phase.

1. A vehicle clutch and brake actuating means comprising, a clutch andbrake pedal pivotally mounted on a vehicle for pivotal movement througha clutch operating phase and a brake operating phase, at least oneclutch for controlling the operation of a transmission including meansfor engaging and disengaging the clutch, a brake for braking thetransmission including means for engaging and disengaging the brake,means connecting said pedal with said clutch and brake engaging anddisengaging means to sequentially disengage said clutch and engage saidbrake, means supporting a starter safety switch for engagement with saidclutch and brake pedal as said pedal initially swings through the brakeoperating phase of pivotal movement, means resiliently mounted forengaging said pedal to increase the reaction force on said pedal as saidpedal swings through the brake operating phase to thereby indicate tothe operator the brake operating phase of pedal movement.
 2. A vehicleclutch and brake actuating means as set forth in claim 1 including areturn spring connected to said brake pedal for returning said pedal toa normally retracted position, a lever pivotally supported for pivotalmovement on an axis coincidental with the axis of rotation of saidclutch and brake pedal, a return spring connected to said lever forreturning said lever to a normally retractive position, a return stopdefining the retracted position of said lever, said lever engages saidpedal only during the brake operating phase to provide increasedreaction force on said pedal.
 3. A vehicle clutch and brake actuatingmeans as set forth in claim 1 including means defining a pivotal axisfor said clutch and brake pedal, a switch lever pivotally mounted on anaxis coincidental with the clutch and brake pedal axis, a return springconnected to said switch lever to normally retract switch lever to anormally retractive position, means mounting said starter safety switchon said switch lever to engage said pedal as it swings through its brakeoperating phase.
 4. A vehicle clutch and brake actuating means as setforth in claim 1 including means defining a pivotal axis for said clutchand brake pedal, a return spring connected to said pedal to return it toits normally retractive position, a lever pivotally supported on an axiscoincidental with the axis of said brake pedal, a return springconnected to said lever to return said lever to its normally retractedposition for engagement with said pedal as said pedal swings into thebrake operating phase of its pivotal movement.
 5. A vehicle clutch andbrake actuating means as set forth in claim 1 including means providingthe pivotal axis for said clutch and brake pedal, a switch leverpivotally mounted on an axis coincidental with the pivotal axis of saidpedal, a return spring connected to said switch lever to return it to anormally retracted position, means supporting said neutral safety switchon said switch lever for engaging said pedal when said pedal swingsthrough its pivotal path initiating the brake operating phase.
 6. Avehicle clutch and brake actuating means as set forth in claim 1including a support bracket, means defining a pivotal axis supportingsaid pedal on said support bracket, a switch lever pivoting about anaxis coincidental with the pivotal axis of said lever, a return springconnected to said pedal for retracting said pedal to its normallyretracting position, a return spring connected to said switch lever forreturning said lever to its normally retracted position, a rest stopengaging said switch lever defining its normally retracted position,means supporting said starter switch on said switch lever for engagingsaid pedal during initial pivotal movement through the brake operatingphase.
 7. A vehicle clutch and brake actuating means as set forth inclaim 1 including a support bracket pivotally supporting said pedal anddefining a pivotal axis for said pedal, an adjustable pedal return stopon said bracket, a return spring connected to said pedal for returningsaid pedal to engage said return stop to define the beginning of theclutch operating phase, a switch lever pivotally mounted on saidbracket, means supporting said starter safety switch on said switchlever, a lever stop on said bracket, a spring normally retracting saidswitch lever to engage said lever stop and define the beginning of thebrake operating phase and thereby engage said starter safety switch andincrease the reaction force on said lever when operating said pedal. 8.A vehicle clutch and brake actuating means as set forth in claim 1including a bracket, a switch lever, a pin pivotally supporting saidpedal and said switch lever, a pedal rest stop engaging said pedal, alever rest stop engaging said switch lever, resilient means returningsaid lever and said pedal to their normally retracted positions therebyengaging said rest stops and defining an initial clutch operating phaseand a subsequent brake operating phase of the pedal pivotal movement. 9.A vehicle clutch and brake actuating means as set forth in claim 1wherein said pedal defines a foot pedal, a bracket pivotally supportingsaid foot pedal, an adjustable rest stop for engaging said pedal in itsnormally retractive position thereby defining the initial clutchoperating phase of the pedal pivotal movement.
 10. A vehicle clutch andbrake actuating means as set forth in claim 1 including a bracketmounted on the vehicle chassis, a pin supported on said bracket forpivotally supporting said pedal, a switch lever pivotally mounted forpivotal movement on said pin, a starter safety switch mounted on saidswitch lever, a rest stop on said bracket for engaging said switch leverin its normally retractive position, a return spring for normallyretracting said pedal in its normally retractive position, a secondspring for returning said switch to its normally retractive position toprovide increased reaction for said pedal when said pedal is pivotedthrough the brake operating phase.